CLEARED TO LAND RWY 20 MADE APCH AND LNDG ON RWY 16.

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ON A SCHEDULED FLT TO RIC; WE WERE ASSIGNED A 020 HDG ABOUT 18 DME SW OF RIC FOR A RIGHT DOWNWIND TO RWY 20. ARPT WAS RPTED VISUALLY; AND WE WERE THEN CLRD FOR A VISUAL APCH TO RWY 20. RWY LIGHTS ON RWY 16 WERE VERY BRIGHT; THAT'S HOW WE FIRST SPOTTED THE ARPT. AS FLYING PLT I IMMEDIATELY RESOLVED THAT THIS WAS RWY 20 AND EXECUTED A PERFECT VISUAL APCH TO RWY 16; LNDG WITHOUT INCIDENT. ONLY THEN DID THE CAPT SAY THAT WE HAD LANDED ON 16; AS INDEED WE HAD. TWR CLRD US TO TAXI TO OUR GATE WITH NO COMMENT OR EVEN A HINT THAT THERE HAD BEEN A PROBLEM. FACTORS THAT CONTRIBUTED TO THE INCIDENT. THE LOCATION OF BYRD ARPT PROVIDES FEW IF ANY; VISUAL REFERENCES; PARTICULARLY AT NIGHT. THE ANGLE OF OUR APCH (HDG 020) MADE 16 SEEM THE RIGHT CHOICE IN THE ABSENCE OF REFERENCES. RWY 16 WAS VERY BRIGHTLY ILLUMINATED (REIL; TDZ AND APCH LIGHTS). FLYING PLT FAILED TO DOUBLE-CHECK HDG ON FINAL. FLYING PLT DECIDED ON WHICH RWY HE WAS LNDG BEFORE AND WITHOUT CONSIDERING ALL INFO AVAILABLE TO HIM. NON FLYING PLT AND ENGINEER FAILED TO MONITOR APCH AND FAILED TO NOTICE ERROR UNTIL AFTER LNDG. THE PROBLEMS WERE; SIMPLY STATED; MY ASSUMPTION THAT I HAD THE RIGHT RWY; THEN TURNING MY ATTN TOWARD MAKING A GOOD APCH; AND THE COMPLACENCY OF MY FELLOW CREW MEMBERS IN NOT MONITORING WHAT WE WERE DOING.